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Aviation History
1997
1997 - 0566.PDF
MIR TRANSPORT been upgraded in Moscow, as have Pulkovo (St Petersburg), Tol- machevo (Novosibirsk) and Min- eralnie Voda. Twenty airports are rated Cat I. This is not ideal, particularly in Russia's difficult weather conditions, but is a marked improvement. The FAS is conscious that more work is needed to upgrade many other air ports, and is seeking finance for this in the short-term. At the beginning of January, some 8,203 aircraft were listed in Russian service: 5,727 fixed-wing and 2,476 helicopters. A total of 1,872 machines was classed as passenger aircraft, while 824 are cargo aircraft. A new category has been recognised—that of general aviation and, in this cate gory, 1,947 aircraft are joined by 545 helicopters and 389 gliders. The general-aviation sector now has two approved maintenance centres, plus nine training schools, three of which are classed as instructor centres, while six are for the pri vate/amateur pilot. TRAINING COLLEGES For commercial aviation, there are three high er colleges of civil aviation, where pilots and engineers are trained; plus 11 medium-level colleges — three for flightcrew, one for flight technical crew, and seven for engineers and technicians. Maintenance centres have grown, from 11 to 15, with approval for third-party maintenance services being granted at four new centres, three belonging to airlines, and one at a research establishment. Between 1990 and 1995, some 2,172 aircraft were taken out of ser vice. These included 608 heli copters, 1,146 An-2s, seven old piston airliners, 279 turboprops and 132 jet airliners. In 1996, a further 443 came out of service, including 50 jet airliners and 97 turboprops. The FAS is predicting that a further 885 jet airliners will be withdrawn in the next five years — Tupolev Tu-134s and Tu-154s; Ilyushin Il-62/76/86s and Yakovlev Yak-40/ 42s, leaving just 679 of these types in Russian service by the end of 2001. With these numbers of aircraft, assuming an annual utilisation of 1,200 flying hours, and 2h sectors for the Tupolev and Yakovlevs, with 4h sectors for the Uyushins, Russia's airlines could still, theoretically, carry some 34 million passengers — and that ignores Western aircraft in service, or new Russian/CIS types such as the Ilyushin 11-96 or the Tupolev Tu-2 04. It is, therefore, still premature to predict any rush by RHUHtMailllllttll Airbus A310 Antonov An-124 An-74 An-28 An-26 An-24 An-12 An-2 Boeing 737 757 767 Ilyushin 11-96-300 1186 II-62M II-76T/TD Let L-410 MDC DC-10 Tupolev Tu-154M/B Tu-134 Yakovlev Yak 40 Yak 42 * First nine months Average 1991 -- 778 453 1,223 1,651 1.006 421 - -- - 1.688 1,920 952 628 - 1,857 1,682 1,205 1,735 FligM hour 1995 3,927 292 436 139 221 733 486 99 3710 4,259 4,641 1,500 996 1,269 720 126 - 991 979 466 924 s per type 19% 4.008 768* 237 85 124 570 338 55 2.406* 3,853 4,696 1,626 957 901 560 88 1,573* 1.007 837 314 756 No. in sen 19% 10 - N/A N/A N/A 435 164 2,213 6 5 2 8 77 108 210 N/A 1* 435 267 381 86 ice (Russia) estiOOl N/A - N/A N/A N/A 157 79 N/A N/A N/A N/A N/A 35 63 124 - N/A 165 139 114 39 Russia's airlines to order large numbers of Western-manufactured aircraft. With some exceptions, average.utilisation of aircraft has fallen again. Small regional airliners have also recorded major decreases, with figures for the Yak-40 dropping from l,205h in 1991 to 466h in 1995 and 314h"in 1996. Figures for the Let L-410 are 628h in 1991,126h in 1995 and 88h in 1996. Corresponding figures for the Antonov An-28 were 453h, 139h and 85h, while, for the An-24, the figures were 1,65 lh, 733hand570h. Average utilisation of passenger jet-airliners of larger capacity dropped by 40-50% in the 1991-6 period, with utilisation of the smaller •i:Md^4V,!IIM,ld:VI:J^I.I»l!lllJI:Jimi-I.IJ Passengers '000 People Million Pax Km Arkhangelsk Bashkiri Central Regions East Siberia Far East Kaliningrad Kamchatka Komi Krasnoyarsk Magadan Mineralnie Voda Moscow Region excluding ARIA Gas Promavia Transaero Volga Dnepr North West Privolga Southern Tatarstan Tyumen Urals West Siberia Yakutsk TOTALS 282.89 906.69 589.93 848.08 1,002.32 270.20 62.48 566.16 868.74 234.22 555.20 3.463.45 3.815.48 36.93 1,516.70 1,831.92 1,480.74 1,869.50 382.15 1,897.90 1,438.27 1,782.60 913.67 26.886.18 306.90 1,507.30 855.20 2,136.70 2,667.50 472.70 36.70 665.80 2,518.20 619.80 1,146.50 1,094.70 14.635.70 73.70 4,107.10 763.40 3,414.80 2,500.70 3,169.10 518.80 3,348.70 2,706.10 4,395.60 1.489.20 65,005.50 Fries* 1,000 Tonnes 4.29 6.14 3.40 15.89 16.37 1.74 2.45 8.25 25.74 16.91 6.39 118.09 90.42 .98 7.20 12.45 43.98 14.00 16.20 14.65 .82 18.35 21.26 27.94 37.91 531.82 t/Post Million TKM 33.70 148.01 83.50 226.40 293.30 46.30 5.40 71.00 295.10 109.80 119.30 1,469.50 1,858.30 8.20 398.30 113.10 268.70 347.20 276.80 321.10 47.90 349.40 313.30 493.80 232.60 7,929.00 cargo carrying aircraft falling, by between 66% and 90%. Utilisation of Western aircraft is high — Aeroflot Russian Inter national Airlines' (ARIA) two Boeing 767-300ERs averaged 4,696h in 1996; the Airbus A310s averaged 4,008h; while Transaero's Boeing 757s achieved 3,853h. Figures for the six Boeing 737-200s in Russian service are not given for the year, but the first nine months is reported as 2,406h, while l,573h was achieved by the three McDonnell Douglas DC-1 Os in ser vice in the nine months. The best average for a Russian aircraft was l,626h, achieved by the 11-96-300 fleets of ARIA and Domodedovo. Not reported is the sole Tu-204 in service throughout the year, although Vnukovo Airlines says that it flew 1,1 OOh (see chart). The report lists staff in commercial aviation at 257,500, including some 29,300 flightcrew (cockpit and cabin) and some 36,900 engineers and technicians. It does not indicate whether this covers state-owned "companies" or all operators, but it excludes general aviation. The average monthly wage was about $360. Numbers show a 2% fall on those of 1995. SAFETY STANDARDS The report expresses concern at a marked wors ening of the safety standards in freight opera tions. From about one accident per 100,000 flight hours in the last five years of the Soviet Union, this grew to 1.7 in 1994, fell slightly to 1.3 in 1995, but soared to 3.5 in 1996. There was only one accident to a scheduled passenger flight — five passengers died when a Yak-40 land ed on a ramp in poor weather condi tions at the ungraded airport of Khanti-Mansiisk in October. The worst accident was in August, when 141 crew and passengers died when a Vnukovo Tu-154M hit high ground on approach to Spitzbergen, Norway. This was a charter flight, and was the first fatal accident to a Vnukovo aircraft since its founda tion as an Aeroflot unit in 1936. All in all, it was a difficult year for Russia's airlines and aviation author ity — a year in which the airlines acquired only five new aircraft from CIS factories, plus a small number of re-imported Soviet aircraft and seven used Western airliners. The FAS has now added a new criterion for certification — ade quate finance. Perhaps this will mark a new beginning for Russian air transport. J 28 FLIGHT INTERNATIONAL 5 - 11 March 1997
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